THE EFFECT OF DENSITY AND VDLATILITY DF STRAIGHT RUN AND CRACKED GASOLINE DN ENGINE PERFORMANCE THESIS FOR THE DEGREE OF III. 8‘ James Howard Bingham 1932 u.» -A a'i- mer mat a -.v 1 5 I: I , m 2“" THE EFFECT OF DENSITY AND VOLATILITY OF STRAIGHT RUN AND CRACKED GASOLINE ON NJIKE PERFORKANCE. THESIS Submitted to the Faculty of Michigan State College as Partial Fulfilment of the Recuirements for the Degree of Master of Science. by James Howard Bingham 1932 THESIS Acknowledgment I wish at this time to express my appreciation of the help and kindly assistance given by Professor G. W. Hobbs during the progress of this work. 9406f} TABLE OF CONTENTS 1. Purpose 2. Introduction 3. Scope 4. Description of Apparatus 5. Test Procedure and Discussion of each test 6. Curves 7. Discussion of Results 8. Conclusions 9. Data 10. Bibliography Page No. 1 PURPOSE The purpose of this paper is to determine the effect of variations in the density and volatility of straight-run and cracked gasolines on engine performance. INTRODUCTION During the last few years a general improvement in gasoline has followed an extensive period of research. Not much more than 30 years ago it was a troublesome refinery by—product difficult to dispose of. Of the lighter petroleum distillates, kerosene was the desirable one’used as it is today for lighting, heating, and cooking purposes. Today, gasoline is produced in quantity ten times as great as kerosene and sells for a higher price. Of the total quantity of gasoline produced in 1931, practically all of it was used in pleasure cars, motor trucks, marine and stationary engines, motor boats, motor cycles, tractors, and airplane engines. Gasoline is produced in three ways: (1) from crude oil by what is known as straight refining methods, (2) from gas oil and other petroleum distillates by what is known as cracking methods, and (3) by extraction from natural gas. In this experiment only two refinery products were Page No. 2 used, straight-run and cracked gasolinee- In straight refining methods the crude oil is heated without pressure until the gasoline, naturally occurrinr in the oil, is distilled off. The gasoline is then refined by steam distillation and by washing with acid and alkali until it is of good odor and practically colorless. In cracking methods,the petroleum distillates, heavier and less volatile than gasoline,are heated in special stills to high temperatures under pressure whereby they break down (crack). into gasoline and other distillates. In 1911 there were no specifications for gasoline. In 1922 there were specifications for different grades of gasoline,namely; aviation gasoline, fighting and domestic grades, and motor gasoline. In this work only the specifications for motor gasoline will be given,as that is the type of gasoline used in the average motor car. SPECIFICATIONS AND TESTS (1922) COLOR-method 10.1. The color shall not be darker than No. 16 Saybolt. CORROSION TEST-method 530.2. A clean copper strip shall not be discolored when submerged in the gasoline for 3 hours at 122 degrees F. DISTILLATION RANGE-method 100.1. When the first drop has been recovered in the graduated receiver the thermometer shall not read more than 140 degrees F. When 20 per cent has been recovered in the receiver the thermometer shall not read more than 221 degrees F. Page No. 3 When 90 per cent has been recovered in the receiver the thermometer shall not read more than 374 degrees F. The end point shall not be higher than 437 degrees F. At least 95 per cent shall be recovered as distillate in the receiver from the distillation. PROPERTIES AND TESTS (1932) Specifications for United States Eotor Gasoline. F4 CORROSION TEST—method 530.22. A clean copper strip shall not show more than extremely slight discoloration when submerged in the gasoline for 3 hours at 122 degrees F. F5 DISTILLATION RANGE-method a. When the thermometer reads 167 degrees F. not less than 10 per cent shall be evaporated. When the thermometer reads 284 degrees F. not less than 50 per cent shall be evaporated. When the thermometer reads 392 degrees F. not less than 90 per cent shall be evaporated. The residue shall not exceed 2 per cent. Per cent evaporated shall be found by adding the distillation loss to the amount collected in the receiver at each Specification temperature. F6 SULPHUR-method b. Sulphur shall not exceed .10 per cent. ' F7 VAPOR PRESSURE-method c. The vapor pressure at 37.8 degrees C. (100 degrees F.) shall not exceed 12 pounds per square inch. Page No. 4 All tests shall be made according to the methods for testing petroleum products adapted by the Inter-Depart- mental Petroleum Specifications Committee as published by Department of Commerce, U. 8. Bureau of Mines. SCOPE In this paper results from tests of eight different samples of gasoline are discussed. Distillation Range Sample Sp. Gravity Initial Point End Point Cracked .7125 90 F. 300 F " .7298 100 F. 339 F. " .7475 102 F. 416 F " .7531 94 F. 448 F St. Run .7157 101 F. 310 F " .7305 97 F. 339 F " .7420 93 F. 405 F " .7539 106 F. 439 These samples were obtained from the White Star Refinery at Trenton. In all tests run,the compression ratio was raised from 4 to as high as the sample would run without detonating with spark and carburetor set for maximum power. The following are the enfiine characteristics investigated; maximum brake horsepower, tendency to detonate, volatility as determined by A.S.T.M. distillation, thermal efficiency, air—fuel ratio for maximum power5and economy and ease of starting. Page No. 5 DESCRIPTION OF APPARATUS The Christie test engine was used in this experiment. This is a single—cylinder, variable compression engine, very similar to that designed by the National Advisory Committee for Aeronautics. This is the only engine of this make in this part of the country so a brief description of the motor and its construction will be given. In the Automotive Laboratory at Michigan State College the engine is directly coupled to a 150-h.p. electric dynamometer of the type used in most auto— motive laboratories. This makes it possible to use the dynamometer either as a motor or generator, measuring either the input or output torque. The engine has a 3 1/16 inch bore and a 4 1/2 inch stroke and is rated at 6-h.p. at 2000 R.P.M. The cylinder barrel with water jackets is a separate part and is bolted to the cylinder head. The outside of the cylinder proper is also machined and this sets inside an outer wall. By means of a worm and thread arrange- ment it is possible to move the cylinder head assembly up and downjwhich varies the clearance space above the piston and provides the variable-compression feature. The head is raised and lowered by a hand wheel which is calibrated as to turns soraesired compression ratio may‘ be obtained. The compression ratio may be varied while the engine is running. n Page No. 0 The valves are located in the head and are operated by a single overhead camshaft. The camshaft is equipped with adjustable cams, mounted on ball bearings and lubricated by an independ— ent oiling system. The crank shaft of the engine is mounted with ball bearings on each end. The crank shaft is a very heavy forging of chrome~nickel steel, machined all over and counter balanced. The fly wheel is indexed in degrees and balanced with the crank shaft. The crank shaft drives a splined vertical shaft throuqh a modified worm and gear drive. The gear oil pump is also driven directly from the crank shaft. The ignition is a battery system running on 6 volts with a special distributor, one cylinder, two spark manually operated with Delco dual coil. The spark protractor located on the vertical shaft consists of a mircarta ring and brass sleeve mounted and equipped with a graduated scale, so that the spark advance may be read at any time whenrfinqine is runninm. The inlet and exhaust passages of the manifold are on opposite sides of the head. Dual carburetors are part of the equipment of the engine. A hot spot is also provided for dry vaporization. The engine is equipped with a condensor for cooling so the cylinder head and cylinder can be maintained at a temperature of 212 degrees F. General View of Arparstus Distillation Apparatus Page No. 7 The combustion chamber is of cylindrical shape with a flat dome, machined all over. PROCEDURE The fuel system operated in the following manner: The fuel for the engine is put in an elevated tank from which it flows down through a burette containing 1/5 of a pound. By shutting off the supply from the tank, the time to burn 1/6 pound of gasoline could be very accurately obtained by use of the stop watch. A Tachometer is attached to the dynamometer so the speed in revolutions per minute can be read directly. The air-fuel ratios were obtained by using the standard Orsatt gas analysis apparatus and applying read- ings to Lockwood's chart. The gasoline distillations were run on the A.S.T.M. standard distillation apparatus as made by the Tagliabue Company and according to the procedure laid down by the A.8.T.M. Committee. The specific gravity was obtained by use of the Standard Hydrometer which reads in A.P.I. degrees, and transferred to specific gravity by use of tables which were corrected to standard temperature conditions of 60 degrees F. Page NO. 8 EASE 0F STARTING Ease of starting as used in this experiment will denote the relative difference in number of revolutions to start, using fuels with different A.S.T.M. distillation ranges and different specific gravities. Both straight-run and cracked gasoline made from the same crude, as well as some straight- run from a different crude, were tested. Tests to determine this relative difference were made in the following manner: A sample of gasoline was put in the carburetor, the motor being set just at the start of its compression stroke. A counter attached to the dynamometer was set so it recorded the exact number of revolutions that the motor turned over. The motor was cranked with the dynamometer at the desired speed, and as soon as the first audible explosion was heard, the counter was stopped and the ignition switch was turned off so the motor would not heat up. The gasoline remaining in the carburetor was drained out and then the motorXGEanked with the switch off to be sure all fuel was cleared from the motor. The motor was cranked at the same speed with the same carburetor setting and the same spark advance for all tests. All tests were conducted at room temperature, no means of controlling the temperature being available. The curves on sheet No. 1 show that: the lower the specific gravity of a gasoline the easier the starting. This will hold only for gasoline made from the same crude. MICHIGAN STATE COLLEGE .... _ ..A , 1... f.‘ ‘0; MATHEM ATICS Cracked gasoline made from the same crude and having nearly the same specific gravity has a tendency to start easier than the straight-run. Cranking speed has an effect on starting. The faster a motor is turned over the easier it will start. This statement agrees with what has already been found out by George Granger Brown as reported in the University of Michigan Engineering Research Bulletin of May,1927. D. M. Cirxone in a paper given before the S. A. E. in Detroit, April 27, 1931, says that if the mixture ratio is correct and the fuel properly atomized, the cranking speed is of secondary importance. When the engine is choked it starts just as easily at high compression ratios as at low, but when not choked the starting is easier at the low compression ratios. The A. P. I. rating is the inverse of specific gravity. Using gasolines from the same crude, the ease of starting varies with the degrees A. P. I. From a study of the A. S. T. M. distillation curves of these fuels, it is seen that to have a fuel start easily at 60 to 75 degrees F., the 20 per cent point must be under 200 degrees F. In a preceZding statement it was said that the lower the specific gravity the easier the starting. This characteristic is partly due to the heavier fuels giving i N u~< RULCW £31023 ..5 0.7. Mai-1305p a u . . uakab +FNC Lmnw on E5 5:21.55 omfi O O N m m (+19qu94b103) eanivaeduieL r .113300... .Cu 0:: $5535.. 4.6 Maw). vetocm. v.L3.U +2.0 0 .50. om +§6 om o¢ 5:21.455 om o o o o no 0 N H H (“aqueaqofi aanivueduieL 0 L0 N O O to own 00? . omv oom Page No. 10 a higher air-fuel ratio at the same carburetor setting. Work at the Bureau of Standards has shown that the 5 per cent point on an A. S. T. M. distillation, when corrected for loss, is the best indication of the ease of starting of an engine at low temperatures, when air— fuel ratio is 1‘1. The controlling point goes up to the 15 per cent point for 2—1 mixtures under moderate weather conditions. This will indicate that at 60 to 70 degrees F. temperature and at a 13—1 air-fuel ratio, the 20 per cent point on the A. S. T. M. distillation curve is the governing point for starting. The room temperature in the laboratory varied as much as 15 degrees F. from day to day. This variation was found to affect the starting of the engine to a marked extent. The motor started easily with a certain fuel at room temperature of 75 degrees F. but difficulty was experienced at 60 degrees F. using the same fuel. This brought out the fact, that if a certain fuel is near the range of the easily starting fuels, a small change in temperature will affect its starting characteristics markedly. MAXIMUM BRAKE HORSEPOTER In the description of the apparatus, the method of measuring the brake horsepower was given. The scale readings were substituted in the following formula to give the corrected brake horsepower: Page ISO. 11 39-93 x Ob.Temp.Ab. x load on scalesles)R.P.M. HP.z Ob.Bar.Read.(l) 520 3000 The temperature of the oil was maintained between 120 and 130 degrees F. The engine was run on the desired gasoline until temperature conditions were constant; then the carburetor and spark adjustments were made to obtain maximum power at the desired compression ratio. In a study of curve sheet No. 4 it is shown that the brake horsepower drops off as specific gravity increases. This is not due directly to increase of specific gravity but to a decrease in air-fuel ratio as the carburetor setting was left the same for all samples. If the carburetor is adjusted it is shown that gravity has no effect on the brake horsepower. This would show to the every-day user of gasoline who does not change his carburetor adjustment when he changes fuel that he seems to be getting better mileage out of a certain gasoline, but he will also notice a decrease of power if the carburetor is not adjusted for that fuel. It may also be seen that this tendency to make the air-fuel ratio leaner with heavier fuels with the same carburetor adjustment is not as marked with straight- run fuels as it is with cracked fuels. With the carburetor adjusted to give maximum power (1) Barometer Reading was corrected for humidity. COLLEM MICHIGAN STATE ... w :+ M ATHEMATICI DEPARTMENT Page NO. 12 it is shown that the cracked gasoline will give slightly more power. More power is obtainable from the cracked gasoline because it may be run at higher compression ratios withfggtonation. This increase in horsepower when using the cracked gasoline is due entirely to the higher compression pressure. When run at the same compression ratios the brake horsepower is the same. DETONATING TESTS In these runs the same procedure was gone through as on the brake horsepower tests except that the compression ratio was varied from 4-1 until an audible detonation could be heard when spark and carburetor were adjusted for maximum power. The curves on sheet No. 5 show that the useful compression ratio decreases as the specific gravity increases,¢nd also that cracked gasoline has better anti-detonating qualities than the straight-run, both coming from the same crude and having the same range of specific gravities. (A straight-run gasoline from another refinery shows the same properties.) FUEL CONSUMPTION AND AIR-FUEL RATIOS FOR MAXIMUM POWER AND ECOKOMY The fuel consumption was measured as explained in the procedure. The time to burn 1/6 of a pound of gasoline was substituted in the following formula and pounds per hour computed. :5 MICHIGAN STATE COLLE\ ‘ (47%,!) is {It is ya. . .0 .m .¢ p L 7.: ID at: ”7‘1?- war ’7 fade I 7y : {-4.1 )1 )9 MP? Mm?» (if «rim . 93 “I"? , :i T. ,...; ._.-_. ,, .L.....' J . 2.....- 1.1-7 " DEPARTMENT OF MATHEMATICS Page No. 13 10 time to burn 1/6 pound gas. in minutesi=pounds per hour pounds fuel per hour_ Brake Horsepower ‘ pounds per Brake Horsepower hour In these tests the carburetor and spark were set for maximum power and then a sample of the exhaust gas was run through the Orsatt gas analysis apparatus and the air-fuel ratio determined from Lockwood's chart. For all the fuels tested,a 13—1 air-fuel ratio for maximum power and a l‘—1 air—fuel ratio for economy seems to be the best. In a study of curve sheet No. 6, it can be seen that better economy is obtained with the heavier fuels. This is due to the fact that the air-fuel ratio is higher with the same carburetor setting; when adjusted to the same air— fuel ratio the economy is constant. With the same carburetor setting it is shown by curve sheet No. 7 that cracked gasoline gives better fuel consumption per brake horsepower hour than straight-run gasoline, both coming from the same crude and being refined at the same refinery. This is the result of being able to run at higher compression ratios. THERMAL EFFICIENCY The thermal efficiency results are calculated results and are obtained by the following formula: 2546 lbs. fuel per B.HP. hour x 18,830 szff. 18,830 heating value of fuel in B. T. U. 2546 is the value of 13?. in B. T. U. STATE COLLEGE MVCHIGAN Mastic , _._.--., Ct": .... ...A. m: W" hat" ... aflie.‘ aiwer‘ ' idewe/ .ené . b? we géz : V xi to o. -- «.va ‘.. ,'¢fl..5 . 3 v 3:}? 175:5? a f‘ .l.-I D .,, 9. MW we. Pm: A! .1- 3P0 '03:: T“ L 3 {a ._.-.~.. o pa 14 y ... . . In“ U uwr- '.'I NT E a MICHIGAN STATE CC'LLE M ATHEM ATICl Page Ho. 14 The following results are shown by curve sheet No.8, plotting thermal efficiency against specific gravity. The thermal efficiency increases directly as the specific gravity, at any compression ratio. These runs were made with the engine running at 800 R. P. M. and at the same carburetor setting. This increase in thermal efficiency is due to the heavier fuels giving a higher air—gas ratio. The curves show that the cracked gasoline has a very slight advantage, as far as thermal efficiency is concerned, over the straight-run, but this advantage is so small that it would be difficult to come to any definite conclusion. Plotting thermal efficiency against compression ratio shows that thermal efficiency increases directly as the compression ratio. DISCUSSION OF RESULTS In the results as set forth and shown by curves given in this paper no claim is made that they will hold for all samples of gasoline, but they do hold if all the samples come from the same crude. It is impossible to fix the Quality of gasoline by a single test. The gasoline of today is used for different purposes and is less volatile than that used even five years ago for the same purposes, because of the higher ends included in it. A few years ago the specific gravity of a gasoline was regarded as an important specification of quality, and xii ll I'll-ll ’6’ MICHIGAN STATE COLLEGE .. a...“ DEP‘R I MENT OF MATHEMATIC. Page No. 15 rightly so, because most of our gasoline supply came from a certain district and was all straight-run gasoline. The discovery of petroleum of a new type, the use of cracking processes, and the manufacture of various blendshave intro- duced so many complicating factors that the gravity test has lost its value. It should not be a factor when comparing two similar fuels made from different crudes, because the specific gravity of a gasoline made from a western crude may be exactly the same as that of one made from an eastern crude, but one gasoline may be superior, due to the inherent qualities of the crude. The rating of different gasolines made from the same crude as distinguished by their specific gravities is of importance. however. The fractions of gasoline are separated or “cut" by A. P. I. gravity, which for the products of each particular crude oil serves as a reasonably close index of the amount of high-boiling material present. Gasolines are blended according to their volatilities but the practical control is almost always by A. P. I. gravity. (1) The influences of variations in volatility on the consumption of fuel and the operation of motor cars has been studied extensively by Gottschalk (2), Carlson (3), and by Dickinson and Warner (4), who have found that under Petroleum and its Products (1928) -Cruse- Journal of Society of Automotive Eng. 12-3-(1923) Idem 12—139-(1923) 13-87-(1923) 14-154-(1924) ARM DPCRNH Page No. 16 summer conditions,both in controlled runs and in average use)four gasolines of different volatilities gave very closely the same mileage per gallon used. A large number of automobiles were used in the road tests and variations in weather,etc. were eliminated by the cycle of operation. The fuels all had about the same initial point, but the end point on the first corresponded approximately to the 96 per cent point on the second, 92 per cent on the thirdiand the 86 percent point on the fourth. While the mileage was the same, the degree of crank-case oil dilution and the tendency to knock in— creased, while ease of starting and operation decreased as the change to the heavier fuels wase made. Under winter conditions the road tests alone were made on the second and fourth fuels together with a variént on each produced by lowering the 10 per cent point. The more volatile here gave 2.8 per cent more miles per gallon and 3.1 per cent more ton-miles per gallon than the less volatile pair. All gave 16 per cent less miles per gallon than approximately the same fuels in summer. The heavier pair gave 43 per cent greater crank-case oil dilution and more trouble in operation. Theresults indicated that small variations in the 15 to 20 per cent range on the distillation curve showed up markedly in the operation of a motor. It may now be said, that specific gravity is an in- dication of the distillation range or volatility of a Page No. 17 specific set of fuels made from the same crude. Therefore if volatility affects the engine characteristics as shown before, specific gravity must be an indication of engine characteristics. Cirxone (1) says that if the air-fuel ratio for starting is right, cranking speed is of secondary importance, but most carburetors are designed to give correct air-fuel ratio when the engine is cranked at rated speed. When the speed is reducedydue to heavy oil,the air-fuel ratio also changes with speed of cranking. Specific gravity is in itself of very slight impor- tance in determining the properties of gasoline except in the mixtures containing aromatic hydrocarbons. Gravity may serve as an index of other properties, particularly volatility, if knowledge is at hand regarding the source and method of production of a sample of gasoline. Volatility is the basic property that determines the grade and usefulness of gasoline. .It is a.complex property. Different ranges of volatility are desirable for different conditions of use and are subject to wide variations. Thus it may be noted that the same type of gasoline is not equally desirable for aeroolane and truck motors, and that the type of motor fuel that would be most suitable for use in The Canal Zone might not give good results (1) Paper given at S. A. E. Meeting, Detroit, April 27, 1931. Page No. 18 in Alaska. (1) In checking over the specifications for motor gasoline for the last twenty years the following facts are shown: At first gravity was the only indication of the qualities f the fuel. This basis was dropped as being obsolete, and color and volatility as determined by n. S. T. M. distilla- tion curve were next thought to tell everything that was necessary to know about gasoline, but now in 1932 the color test has been drOpped and per cent of sulphur and Reid vapor pressure tests added in its place. The end point has been raised so the fuels we use today are slightly less volatile than they were 10 years ago. This is the reason why moat of our present day cars are equipped with hot Spot manifolds. The following statement appears in the U. S. Bureau of Mines Report of Investigations, No. 3129, published August, 1931: "Gravity in itself has no particular significance with reapect to the quality of a motor fuel. However, when considered in connection with other prOperties, gravity gives some information regarding the composition of the motor fuel, and for this reason gravity determinations are in- cluded in the semi-annual surveys." The vapor pressure test has been added to the fuel specifications to stop the adding of too much of the very volatile fuel to heavier fuels to give good starting (1) motor Gasoline Properties, Laboratory methods and testing, and practical specifications, by Dean, Technical Paper No. 214, Bureau of Mines, Department of Commerce. Page No. 19 qualities,because the presence of these low ends tends to cause vapor look. In running some of the tests the carburetor was set to give maximum power for a given fuel. It was found that the carburetor must be adjusted for each fuel that has a change of specific gravity. For example’a,fuel of 79 specific gravity gave maximum power at 20 notches Opening of the carburetor; the cracked gasoline of 79 specific gravity also gave maximum power at this setting;but to use a 75 specific gravity gasoline the carburetor had to be opened to 24 notches to give a maximum power setting. The work of this paper has been mainly to give the results as determined by running special tests on gasoline of varying specific gravities and of cracked and straight-run gasoline made from the same crude and having the same specific gravity range. These results are sum- marized in the conclusions as follows: CONCLUSION STARTING 1. The lower the specific gravity the easier the engine will start. 2. The cranking speed must be sufficient to insure correct operation of the carburetor. 3. Ten degrees change in temperature will affect starting characteristics of a fuel if it is near the line of easy starting fuels. Page 130 . 20 4. The 20 per cent point on distillation curve is an indication of starting characteristics at 50—70 degrees F. temperatures. 5. The 5 per cent point on distillation curve is the indication point in extremely cold weather. (1) 8. Upper parts of distillation curve have no effect on starting characteristics of a fuel. MAXIMUM BRAKE HORSEPOWER l. Gravity has no effect on the power obtainable from a fuel provided the air-fuel ratio and compression ratio are kept the same. 2. Cracked gasoline gives more power because it has better anti-knock rating and therefore can be used at higher compression ratios. TENDENCY TO DETONATE 1. Tendency to detonate goes up directly as the specific gravity. The higher the specific gravity the worse the knock for fuels from any one crude. 2. A cracked gasoline has a better anti—knock characteristic than straight-run made from the same crude and having the same range of specific gravities. THERMAL EFFICIENCY l. The thermal efficiency increases with an increase of compression ratio. 2. The thermal efficiency of cracked gasoline appears (1) Experiment run at U. 8. Bureau of Mines. to have a slight advantage over that of straight—run of the same specific gravity range. 3. Thermal efficiency is not affected by change of specific gravity provided the air-fuel ratio is kept constant. AIR-FUEL RATIO 1. The carburetor must be adjusted for each fuel used, to give the same air-fuel ratio. 2. The higher the specific gravity the more the carburetor must be opened to give the same air-fuel ratio. Tests conducted by the author on other Michigan gasolines bear out these same conclusions. Sample As 88 Ce II II I! H De Ac Bc II I! I! I! N H N " Co 11 II I! II N 9! Compression u-thk hP‘vP-nb 0199 01019.9 .>m>p C MPUTATED DATA Ratio .00 .55 .01 .00 .55 .69 .00 .55 H N N .00 .55 .4 .00 .55 .Ol .86 4.00 U] 010'} .s a 01 pi H II " Max. 2.69 2.855 2.94 2.72 2.855 2.88 2.67 2.84 2.81 2.755 2.095 2.70 2.84 2.81 2.615 1.90 2.738 2.93 3.04 3.145 2.845 2.72 2.61 2.56 n 2.315 2.83 2.94 2.86 2.52 2.94 2.58 2.415 2.25 2.66 2.80 2.88 2.96 2.48 2.56 2.62 2.65 N 2.76 2.87 B.HP. Lbs. per :07 HHNNNHH HHHHHHN HHHNNHHHN HHNNNN HHNHN HHmmm NHN mmm Fuel hour .285 .105 .960 .01 .06 .082 .28 .83 .62 .06 .955 .001 .525 Page No. 22 Lbs.Fue1 per B.HP. hour .845 . .792 .695 .774 .687 .698 .770 .733 .812 .644 .772 .762 .703 .713 .687 .830 .849 .776 .739 .671 .649 .627 .654 .774 .747 .742 .733 .701 .675 .690 .627 .779 .761 .728 .676 .689 .667 .646 .746 .737 .853 .786 .794 .681 .659 Thermo Eff. is 17.1 19.7 18.45 19.20 .18.45 18.6 19.82 Page No. 23 DATA; check on carburetor adjustment Sample Compression Max. B.HP. lbs. Fuel lbs. Fuel per Ratio per hour B.HP. hour As 4.4 2.54 2.43 .956 Be " 2.63 2.30 .875 Cs " 2.66 2.19 .824 De " 2.63 2.03 .774 A. S. T. M. Distillation Sample Per cent Temperature Per cent Temperature Distillate Degrees F. Distillate Degrees F. Ac 0 89 0 90 5 116 5 111 10 4 Point 10 129 10 133 20 147 20 150 30 164 30 167 40 180 40 183 50 195 50 196 60 207 60 208 70 220 70 220 80 233 80 236 90 253 90 254 Recovery 97.8 97.6 End Point 298 299 Residue 1.0 1.0 Loss 1.2 1.4 BC 0 99 O 101 5 126 5 131 10 3 Point 10 141 10 144 20 165 20 168 30 188 30 188 40 208 40 208 50 223 50 225 60 240 60 242 70 257 70 259 80 277 80 274 90 300 90 301 Recovery 98 97.5 End Point 339 339 Residue 1.0 1 0 Loss 1.0 1.5 Page No. 24 A. S. T. M. Distillation Sample Per cent Temperature Per cent Temperature Distillate Degrees F. Distillate Degrees F. Cc 0 102 0 102 5 123 5 122 10 % Point 10 144 10 148 20 176 20 180 30 206 30 210 40 235 40 237 50 261 50 261 60 288 60 283 70 314 70 315 80 343 80 342 90 378 90 376 Recovery 97.5 98 End Point 415 417 Residue 1.1 1.1 Loss 1.4 .9 Dc 0 81 O 94 5 133 5 132 10 4 Point 10 147 10 149 20 179 20 178 30 208 30 207 40 235 40 234 50 261 50 258 60 283 60 287 70 318 70 317 80 350 80 349 90 398 90 391 Recovery 98 98.3 End Point 448 448 Residue 1.0 1.2 Loss 1.0 .5 As O 101 0 101 5 135 5 137 10 4 Point 10 14a 10 150 20 165 20 168 30 180 30 181 40 193 40 194 50 203 50 205 60 215 60 215 70 224 70 227 80 237 80 237 90 255 90 255 Recovery 98.2 98.2 End Point 311 308 Residue .9 1.0 Loss .9 .8 O] Page No. 2 A.S.T.h. DIstillation Sample Per cent Temperature Per cent Temperature Distillate Degrees F. Distillate Degrees F. 83 0 95 0 99 5 141 5 144 10 4 Point 10 161 10 164 20 187 20 189 30 207 30 208 40 222 40 224 50 234 50 238 60 24 60 254 70 265 70 270 80 281 80 289 90 304 90 310 Recovery 98.1 . 98.1 End Point 336 342 Residue 1.0 1.1 Loss .9 .8 Ca 0 89 0 94 5 141 5 142 10 6 Point 10 166 10 168 20 199 20 201 3 227 30 226 40 249 40 248 50 263 50 267 60 295 60 293 70 321 70 320 80 346 80 345 90 376 90 376 Recovery 97.5 97.6 End Point 404 405 Residue 1.1 1.2 Loss 1.4 1.2 De 0 108 0 104 5 158 5 159 10 4 Point 10 183 10 185 20 216 20 216 30 242 30 241 40 266 40 267 50 297 50 297 60 323 60 324 70 350 70 351 80 374 80 377 90 403 90 405 Recovery 98.3 98.0 ' End Point 437 441 Residue 1.2 1.2 Loss .5 .8 Page No. 26 Sample Symbol A. P. I. Specific Gravity Straight Run As 67.5 .7157 " " Bs 63 .7305 " " Cs 60 .7420 " " D8 57 .7539 Cracked Ac 68 .7125 " Be 63.2 .7298 " Cc 58.5 .7475 " Do 57.2 .7531 Starting Sample Revolutions R.P.M. Compression Room Temp. To Start Cranked Ratio Degrees F. Ac 10 220 5 72 BC 18 I! I! '1 CC 90 I! I! I! D C 180 I! II 1! Ac 12 " 7 " BC 2 3 n H u C C 1 1 3 n N n D C 1 5 O I! b II " As 15 " 5 68 BS 39 I! II n Cs would not " " " Ds start " " A8 18 fl 7 . H BS 7 0 II II M Cs would not 98 start " " " Carburetor Adjustment Sample Compression Carburetor Load on Time to burn Ratio Setting Scales# 1/6 # Gas. M. As 4.4 20 9.2 4.11 Bs " 21 9.5 4.13 Cs " 23 9.5 4.07 Ds " 24 9.5 4.06 Spark was set for maximum power at each carburetor setting. Barometer Reading 29.25 in.HG. Room Temperature 75 Degrees F. R.P.M. 800 for all tests. Page No. 27 Brake Horsepower Sample Compression Carburetor Spark Load on Time to burn Ratio Setting Setting Scales 1/6 # Gasoline notches Deg.Adv. in minutes AS 4.00 20 28 9.7 4.37 " 4.55 " 25 10.3 4.42 " 5.01 " 22 10.6 4.82 88 4.00 " 28 9.8 4.75 " 4.55 " 25 10.3 5.06 " 4.69 " 24 10.4 4.97 Cs 4.00 " 28 9.7 4.86 " 4.55 ” 25 10.3 4.80 " 4.55 22 " 10.2 4.38 " " 18 " 10.0 5.47 " " 16 " 7.6 6.18 DB 4.00 20 28 9.8 4.86 " 4.55 " 25 10.3 5.01 " 4.4 " " 10.2 4.99 " " 18 " 9.5 5.56 " " 16 " 6.9 6.33 A0 4.00 20 24 10.0 4.30 " 4.55 " 20 10.7 4.40 " 5.01 " 19 11.1 4.45 " 5.86 " 15 11.5 4.74 " " 18 " 10.4 5.41 " " 16 " 9.5 5.86 BC 4.00 20 28 9.6 4.77 " " 18 " 9.4 5.05 " " " 31 9.4 5.22 " " 16 33 8.5 5.81 " 4.55 20 26 10.4 4.82 " 5.01 " 22 10.8 4.85 " " 18 24 10.5 5.26 " " ’ 16 26 9.4 5.66 " 5.62 20 18 10.8 5.41 CO 4.00 20 28 9.4 4.98 " " 18 31 8.8 5.54 " 4.55 16 " 8.2 6.01 " " 18 29 9.7 5.56 " ” 20 26 10.2 5.18 " 5.01 " 22 10.5 5.20 " 5.41 " 18 10.8 5.22 Dc 4.00 18 36 8.9 5.40 " " 19 " 9.3 5.29 " " 20 " 9.5 4.48 II N I! H 9 . 6 4 o 80 H H H H n 4 . 75 " 4.35 " 32 10.0 5.31 " 5.01 " 26 10.4 5.29 Page No. 28 Barometer Reading for Straight Run samples 28.975 in. Hg. " u H Cracked " 28 o 5 H n Room temperature 65 degrees F. R.P.M. 800 for all tests Orsatt Readings Sample Carburetor Co2 02 00 Air Fuel Setting % % 4 Ratio notches Lockwood's Chart As 20 10.2 1 3 4.5 13.2 Ac 20 10.4 1 0 4.6 13.0 Do 24 13.0 Do 24 13.0 As 16 12.2 1.3 .9 15.3 Ac 16 15.0 Page No. 29 BIBLIOGRAPHY 1. Burrell, G. A.'7The Recovery of Gasoline from Natural Casi" (Chap.1) 2. Cruse, E. T. "Petroleum and Its Products." (Chap.1) 3. Judge, A. W. "Automobile and Aircraft Engines." (Chap's. 1, 2, 4, 5, 9, a 14) 4. Leslie, Eugene H. Motor Fuels, Their Production and Technology." (Chap's. 1, 2, &3) 5. Meigs, Joseph V. "Gasoline and Other Motor Fuels. (Introduction and Chap. 1) 6. Ricardo, H. R."High Speed Internal Combustion Engines." (Chap's l, & 2) 7. Walkins, George B."Gaseous Explosions. Probable Mechanism Causing Engine Knock." Thesis, University of Michigan, 1923. PERIODICALS 1. Brooks, D. B. N. R. White and H. H. Allen. Atmospheric Conditions and Knock Testing." (3. A. E. J1. Vol. 27, No. 1, July 1930, pp. 56—64) 2. Bridgeman, 0. C. "Qualities Desirable in Motor Fuel." (Automotive Industries, Vol. 63, No. 29, Nov. 15, pp. 731-732) Page No. 30 3. Cambell, John M., Wheeler G., Lovell and T. A. Boyd. (9. A. E. J1. July 1931, p. 129) 4. Carlson. “The Influence of Variations in Volatility on the Consumption of Fuel and the Operation of Motor CarsJ' (s. A. E. J1. 12-3-(1923) 5. Cirxone. "Air-Fuel Ratio and Engine Starting." (Paper given before S. A. E. in Detroit, April 27, 1931) 6. Cragae, C. S. and Eisinger, J. V. "Reouirements for Engine Starting." (S. A. E. J1. Vol 20, March 1927, p. 353) 7. Dickinson and Warner."The Influence of Variations in Volatility on the Consumption of Fuel and the Operation of Motor Cars." (S. A. E. Jl. 13-87—(1923) 8. Fenske, M. R."Knock Rating of Straight-Run Pennsylvania Gasoline in Relation to Boiling Point, Density, and Index of Refraction." (Indus. and Eng. Chem. Vol. 22, No. 8, August 1930, p. 913) 9. Edgar, Graham." Jacket and Cylinder-Head Temperatures Effects upon Relative Knock-Ratings)‘ (S. A. E. J1. July 1931) 10. Gottschalk."The Influence of Variations in Volatility on the Consumption of Fuel and the Operation of Motor CarsJ‘ (s. A. E. J1. 12-3—(1923) 11. Janeway, N. R." Engine Compression Pressures, Affects Thermal Efficiency, Detonation and Roughness." (Automotive Industries, March 9, (1929) Page No. 31 12. Hac Coull, Neil."Time Lag in Detonation Determi- nations." (S. A. E. J1. August 1931, p. 139) 13. Reid, G. "Natural Blending Bases and Physical Laws of Solution."(Refiner, Vol. 9, No. 5, May 1930, pp. 67—70) 14. Ricardo H. R."Discusses High Compression Engines." (Automotive Industries, Jan.-June 1928, p. 200) 15. Rubenz, Sander D."Compression Pressure is Controlling Factor in Inducing Engine Knock." (Automotive Industries, Vol. 63, p. 21) 16. Taub, Alex. "Mixture Distribution." (S. A. E. J1. April 1930) 17. Tegner, H. S."The History and Development of Anti- Detonating Agents for Motor Fuelf' (Inst. of Fuel J1. Vol. 1, No. 4, July 1928, pp. 359—364) 18. Wilson, R. E."The Significance of Tests for Motor Fuels." (Automotive Industries, Vol. 27, No. 1, July 1930, \. pp. 33-41-42-44) PAMPHLET MATERIAL 1. Report of Investigations. Twenty-third Semi-annual Motor Gasoline Survey. Part two - Specifications. 2. Motor Gasoline Properties; Laboratory Methods and Testing; and Practical Specifications. -Dean— Technical Paper No. 214, Bureau of Mines, Department of Commerce. ROOM USE ON“ ‘9.X.’,..‘ ; ‘ Q . . 3 \ ‘v ‘ .v ~ 1 ' vfp. '7 .631 a ' b' ' J 1' . ml" .‘szf‘fi ‘ 4 2“; . ’ l: .. 1“! .2: 2" is 3' a." I) “if-“ix " ' . . 1 . 4“; M”\fflfinli'nlilizllmfulf1))1i\fl\)i))fifl)flfll)Es